SUBJECT:

Repair Instruction for K1 New Alternator with

EL Regulator and external Cooling Fan.

General Description.
The Bosch K1 New alternator is a 3 phase type, incorporating a
rotor having 6 pole pairs fitted with a single cooling fan. Rotor
current is conveyed to the rotor winding by a pair of sliprings and
carbon brushes via the voltage regulator. The unit is designed for
negative earth operation.
The output from stator winding is rectified by 6 rectifier diodes
connected in a 3 phase configuration to provide a positive output
to the B+ terminal. Three additional positive diodes are connected
to the stator the common output is connected to the D+ terminal.

Explanation of type Inscription.

Example: K1 > 28V 14- 55A
K =
Code for Stator OD (126mm OD ).
>
=
Direction of rotation (clockwise).
28V =
Alternator Operating Voltage.
14 =
Stabilised output at 25C at 1800 RPM. /27.0 Volts.
55A =
Stabilised output at 25C at 6000 RPM. /27.0 Volts.

Alternator Connections.
B+ :
D+ :

Battery Main Connection ( battery positive).:

Warning lamp (via warning lamp to Ignition switch).

Operation
With the Ignition switch turned "ON", current is supplied via the
warning lamp to the D+ terminal of the regulator. The D+ terminal
is internally connected to one end of the rotor winding. The other
end of the rotor winding is connected to the field drive transistor
collector then via the emitter to earth. The drive transistor is
biased in the on state therefore a small amount of current will flow
through the rotor winding. This small current establishes a
magnetic field around the rotor. When the rotor rotates this field
cuts the conductors in the stator at right angles inducing a AC
voltage into the stator winding. The exciter diodes rectify this
voltage and the DC voltage level on the D+ terminal increases.
This increasing voltage causes more rotor current to flow. The
voltage in the stator also increases. The main diodes also rectify
the AC voltage in the stator supplying the B+ terminal connected
to the battery.
When the voltage at the D+ terminal rises to the regulator set
point usually 28.5 volts, the field transistor is turned off and the
voltage falls on both the D+ and B+ terminals. As the voltage falls
the internal comparitor circuit turns the field transistor back on,
the voltage rises again. This cycle is repeated to maintain a
constant voltage output to charge the battery. Negative
Temperature compensation is provided to ensure that as the
alternator temperature rises the voltage set point is reduced
slightly to prevent the battery boiling and loss of electrolyte.

Before testing or dismantling the alternator please observe the

following points:
1
When testing the diodes with AC type testers the RMS.
voltage output must not exceed 24.0 volts, it is recommended that
the stator should be disconnected during this test.
2
Where zener power diodes are used, the breakdown voltage
should be tested to ensure all diodes have the same zener
voltage.
3
Insulation tests on the rotor and stator should use a voltage
not exceeding 110v for a series test lamp. The rectifier must be
disconnected from the stator prior to testing.
4
When carrying out repairs to the charging system always
disconnect the battery negative first, and reconnect it last.
5
During current output tests please make sure that the
ammeter is securely connected into the charge circuit.
6
Some battery powered timing lights can produce high
transient voltages when connected or disconnected. Only
disconnect or connect timing lights when the engine is switched
off.
7
Make sure the warning lamp circuit is functioning normally
before commencing tests.
8
Battery isolation switches must only be operated when the
engine is stopped.
9
To protect the charging system when using 240 volt chargers
it is recommended that the battery is disconnected whilst
charging.
10 Due to the very low resistance value of the stator winding it
may not be possible to obtain accurate readings without special
equipment.

11 No loads apart from the warning lamp can be connected to

the "D+" terminal . The "W" terminal is provided for Tachometer
connection.
Dismantling the unit. (see illustration at rear of instruction)
1
the
pen
the

Mark the relative positions of the end housings in relation to

stator assembly to aid reassembly. Use a permanent marking
do not use centre punches as this can cause misalignment of
housings.

Remove the EE regulator from the slipring end housing by

removing the two screws. Tilt the regulator slightly from the
plug connection until the regulator clears the housing, then lift
clear.
3

Remove the four through bolts (21).

4
Carefully remove the stator assembly (18) along with the
slipring end housing (11) taking care not to put strain on the
stator wires.
5
To disconnect the stator from the rectifier assembly, grasp
the stator wires close to the wire loop with a pair of long nosed
pliers, heat the joint with a soldering iron, when the point
becomes plastic apply a slight twisting motion to the wires, then
pull upwards to release the wires. Remove the stator.
This procedure opens the wire loop to release the stator
connections easily.
6
To remove the rectifier remove the three retaining screws and
the B+ terminal nut and washers.
7
To remove the pulley, mount an 8mm Allen key in the vice
with the short end upwards, place a 24mm ring spanner on the
pulley nut, position the internal hexagon of the rotor shaft onto
the Allen key, loosen the nut and remove the pulley.
8
The drive end plate should be supported in a press and the
rotor (6)carefully pressed out.
9
Remove the bearing retaining plate (3) by removing the
retaining screws then remove the bearing noting the position of
the shield.

10

Remove the slipring end bearing using a suitable puller.

Cleaning the components.

Thoroughly clean all components except the rotor and stator with
an approved cleaning agent. Ensure that all traces of oil and dirt
are removed. If an abrasive cleaner is used to remove scale and
paint from the housings take care not to abrade the bearing and
mounting spigot surfaces. The rotor and stator must be cleaned
with compressed air only, the use of solvents could cause
damage to the insulating materials.
Testing the individual parts.
1
Rectifier assembly. The following test equipment is required.
The rectifier assembly is not repairable and must be replaced if a
faulty diode is detected during testing.
(a) A diode tester where the DC output at the test probes does not
exceed 28 volts or in the case of AC testers 24 volts RMS. This is
to ensure that when testing rectifiers fitted with zener power
diodes the forward and reverse checks are completed and are not
masked by the diode turning on due to the zener breakdown
voltage.
(b) A zener diode tester with a DC output in excess of 30 volts,
the tester should also incorporate internal current limiting set to 5
Ma. to prevent high currents during testing.
(c) Diodes can be destroyed during service due to high
temperature and overload, open circuits are usually a result of
excessive voltage.

Diode connections
1.1 Testing the Power Diodes.
Apply the negative test probe of the diode tester or a multimeter
with a diode test feature to the positive heatsink and the positive
probe alternatively to A, B, C, a low resistance reading, or the
forward voltage drop across the diode should be obtained.
Reverse the test probes, a high resistance reading or a higher
reverse voltage should be obtained.
Now connect the positive test probe to the negative heatsink and
the negative probe alternatively to D, E, F, a low resistance or
forward voltage drop across the diode should be obtained.

Reverse the test probes, a high resistance reading or higher

reverse voltage reading should be obtained.
For 8 diode rectifier plates tests for G and H should be included.
When the reverse voltage test is done the applied voltage should
be less than 14 volts DC or 12 volts RMS for AC testers.
Reverse Voltage ir
10uA
225V

425V
225V

425V

Code number

Diode type

353
354
363
364
365
366
357
358
413
414
445
446
447
448
417
418

ED7 35A Positive

ED7 35A Negative
ED7 35A Positive
ED7 35A Negative
ED7 35A Positive
ED7 35A Negative
ED7 35A Positive
ED7 35A Negative
ED7 25A Positive
ED7 25A Negative
ED7 25A Positive
ED7 25A Negative
ED7 25A Positive
ED7 25A Negative
ED7 25A Positive
ED7 25A Negative

Note: Diode number is stamped on the rear of the diode.

2

Testing the Stator

Test the stator insulation resistance to ground with an insulation

tester or a series test lamp up to 110 volts. The insulation
resistance must be greater than 1 megohm.
The winding resistance is measured between phases using a low
reading ohmmeter designed for the purpose, the values are given
at the rear of this instruction.
3

Testing the Rotor

Test the rotor for insulation resistance to ground using an
insulation tester or a series test lamp up to 110 volts.
The insulation resistance must be greater than 1 megohm.
Measure the rotor resistance between the sliprings using an
ohmmeter or apply 12 volts across the sliprings and measure

the rotor current draw, then divide 12 by the measured current,

the result is the rotor resistance in ohms.
The values are given at the rear of this instruction.
If the sliprings are worn or out of round they must be re-machined
to a minimum diameter of 26.7mm and should have a runout not
exceeding 0.060mm. If the slipring is below these limits it must be
replaced with a new one.

PIC

Replacing the brushes (inbuilt regulator)

Check the brushes for length, this is measured from the brush
holder to the end of the brush along it's centre line. Also inspect
for any sideways wear. If worn replace both brushes.
The minimum length is 3.8mm. Inspect the brush springs for
signs of corrosion or loss of tension or uneven tension.
Replacing the brushes, using a soldering iron apply heat to the
soldered joints on the rear of the brush holder of the regulator,
using a small lever prise up the retaining tabs to release the brush
lead and spring. Thread the new brush lead up the brush holder
along with the spring, pull the lead through the tabs until the
brush is protruding 12mm from the holder. Bend down the tabs
and solder the brush lead taking care not to allow the solder to
run up the lead which will reduce flexibility. Use 60/40 resin cored
solder.
5

Ball Bearings

Please note the bearings used in this K1 alternator are a high

tolerance type, only bearings of the same specification are to be
used as replacements. It is recommended that the bearings be
replaced during the reconditioning process to restore the unit to
original specification.
6

Regulator

The regulator can only be tested when fitted into an alternator.

For test voltages refer to Alternator output testing section.
See also additional information on regulator function earlier in
this instruction.
7

Reassembly of alternator

(a) Press new bearing onto slipring end of the rotor taking care
to apply the force to the bearing inner race only, otherwise the
bearing will be noisy and it's life will be shortened.
(b) Fit a new bearing to the drive end housing, fit the bearing
plate, and four retaining screws, press the rotor into the bearing,
using a support tool to take the thrust against the bearing inner.
The support is fitted from the pulley side of the bearing. In this
way the thrust is not taken by the drive end housing.
(c) To fit pulley, mount an 8 mm Allen key in the vice with the
short end upwards, place a 24mm ring spanner on the shaft nut,
position the internal hexagon of the rotor shaft onto the Allen key,
tighten the nut to the required torque (See torque chart at the rear
of this instruction).
(d) Inspect the bearing support ring if used for signs of damage,
if in doubt replace the ring by pressing it into the housing by
hand, do not use excessive force.
(e) To refit the rectifier, fit the three retaining screws to the
rectifier then install into slipring end housing. Tighten the B+ bolt
to the required torque.
(f) To refit the stator, make sure the spigot surfaces are clean
and free from damage, fit the stator into the slipring end housing
noting the correct lead connection positioning. Fit the stator leads
into the wire loops in the rectifier. Using a pair of pliers squeeze
the loop to retain the stator lead prior to soldering. Repeat for
each lead in turn, solder the leads into position using 60/40 resin
cored solder. Make sure the leads will be clear of the rotor when
it is assembled into the stator.

(g) Carefully install the rotor into the stator/slipring end housing
assembly, noting the alignment of the housings and through bolt
holes.
Fit the through bolts making sure the stator is seated correctly,
tighten the through bolts to the correct torque setting (uneven
torque can produce magnetic noise levels above normal).
(h) Fitting the regulator. Compress the brushes into the brush
holder by hand, slip the regulator through the opening in the rear
of the slipring end housing until the brushes come in contact with
the slipring. Press the regulator towards the slipring until the
holes are aligned then fit the retaining screws and tighten.
8

Testing the alternator

Before any in field testing can be undertaken it is important that

the battery's condition is established and the terminals are clean
and tight.
Check the condition of the alternator drive belt and ensure that it is
adjusted in accordance with the engine manufacturers
recommendations.
Battery Condition: (Note: This assessment may be difficult with
maintenance free assemblies.)
Test the specific gravity of the individual cells the readings should
be within 10 points of each other, it is recommended that the
average SG should be 1.260 or higher.
A load test should be carried out to determine the ability of the
battery to supply and accept current. This is a good indicator as to
the general condition of the battery.
A load equal to the normal starting current should be placed
across the battery, the duration of this load test should not exceed
10 seconds, during this time the terminal voltage across the
battery should not drop below 9.6 volts. Observe each cell for
signs of excessive gas liberation, usually an indication of cell
failure.
If the battery test is clear proceed with the Alternator tests as
follows.
Care should be taken when making the following connections.
It is recommended that the battery negative terminal be
disconnected
before the test meters are connected, and
reconnecting the negative terminal when the meters are inserted
into the circuit under test. The warning lamp in the D+ circuit
should not exceed 3 watts.

Regulating Voltage Test on the Vehicle.

Connect a voltmeter to the alternator, the positive lead to the B+
terminal and the negative lead to the alternator casing. Select the
voltage range to suit the system, i.e. 40v for 24 volt systems.
Connect an ammeter in series with the main output cable from the
B+ terminal on the alternator, the range selected must be capable
of reading the maximum output from the alternator.
Note the voltmeter reading before starting the engine. This reading
should increase when the engine is running indicating alternator
output, start the engine and increase the engine speed until the
alternator is running at 4000 rpm, switch on vehicle loads of 5 - 10
A is indicated on the ammeter, the voltmeter should read in a 24
volt system the readings should be 5 -10 A and 27.7 -28.5 volts.
Load Regulation Test
Increase the engine speed until the alternator is running at 6000
rpm, increase the load to 90% of full output, a decrease in the
regulating voltage should not exceed 0.70 v for 24v regulators of
the readings obtained in the previous test. If so, the regulator is
defective.
Alternator Output Test at Full Load.
Increase engine speed until the alternator is running at 6000 rpm,
switch on electrical loads until the alternator voltage drops to 26
volts for 24v systems, full output should be obtained under these
conditions. It may be necessary to adjust engine speed to maintain
alternator speed. If sufficient electrical loads are not available a
carbon pile resistance can be connected across the battery and
adjusted until maximum output is obtained.
Keep the time for this test to a minimum to avoid undue heating
and high engine speeds.

TECHNICAL DATA
Brush wear
Minimum Length
3.8 mm
Sliprings
Minimum Diameter
26.7 mm
Sliprings
Trueness
< 0.06 mm
Pole Claws
Trueness
< 0.05 mm (93.25 0.05 mm)
Tightening Torque
Pulley retaining nut
54 - 68 Nm
Capacitor retaining Screw
2.7 - 3.8 Nm
Capacitor whiz nut
1.5 - 2.2 Nm
B+ Terminal Nut M8
7.5 - 8.5 Nm
B+ Terminal Nut M6
B+ Terminal Rectifier Nut
6.0 - 7.5 Nm
Regulator retaining screws
1.6 - 2.3 Nm
Rectifier retaining screws
1.6 - 2.3 Nm
Bearing retaining plate Screws
2.1 - 3.0 Nm
Through Bolt
3.8 - 5.5 Nm